Braking system

ABSTRACT

A braking system includes a frame, an actuator coupled to the frame, a rotating joint coupled to the actuator and the frame, an arm coupled to the rotating joint, a brake pad having a connector, the connector pivotably coupled to the arm, and a torsion spring positioned at the connector to bias the brake pad relative to the arm.

CROSS-REFERENCE TO RELATED PATENT APPLICATIONS

This application is a continuation of U.S. patent application Ser. No.17/340,224, filed on Jun. 7, 2021, which is a continuation of U.S.patent application Ser. No. 17/046,441, filed Oct. 9, 2020, now IssuedPatent No. U.S. Pat. No. 11,053,994, which is a 371 national applicationof international Patent Application No. PCT/US2019/027237, filed Apr.12, 2019, which claims the benefit of and priority to U.S. ProvisionalPatent Application No. 62/657,524, filed Apr. 13, 2018, all of which areincorporated herein by reference in their entireties.

BACKGROUND

The present disclosure relates to vehicle braking systems, and inparticular to emergency braking systems for vehicles. Although theexamples used herein describe braking systems for automobiles (e.g.,cars, trucks, buses, etc.), it should be understood that the disclosureherein also contemplates braking systems for other vehicles such astrains, trolleys, street cars, aircraft, ships, boats, etc., and fortrailers or other devices towed by automobiles or other vehicles.

Vehicle collisions (crashes, accidents, etc.) are prevalent throughoutthe world, and cause a significant number of deaths and injuries inaddition to economic losses. Most attempts to improve automobile safetyhave focused primarily on reducing the effects of impacts resulting fromcollisions. Examples include improvements in the design of safety belts,mandating the use of properly fitted child seats, the introduction ofair bags in steering wheels and elsewhere in the vehicle, and theinclusion of kinetic energy absorbing bumpers and crumple zones invehicle design. While such efforts have been successful in reducing thenumbers of vehicle accident-related deaths and reducing the severity ofaccident-related injuries, they do not contribute to reducing the actualnumber of accidents.

More recently, active vehicle crash avoidance systems have beenimplemented in some luxury vehicles. Such systems typically rely onproximity sensors and/or artificial vision systems to monitor thevehicle's immediate environment. When a potentially hazardous situationis identified (for example, an unacceptably short distance betweenvehicles) the system can apply the vehicle's brakes in order to reducespeed, potentially avoiding an impact. Such systems, however, arereliant on the normal functioning of the vehicle's braking system anddrive train. As such there are a number of circumstances (for example,loss of brake hydraulic pressure, inadequate stopping distance) underwhich such systems can provide little, if any, protective effect.

Accordingly, a braking system that can consistently and effectivelyreduce vehicle speed in an emergency situation may be desirable.

SUMMARY

One implementation of the present disclosure is a braking system. Thebraking system includes a frame, a linear actuator coupled to the frame,a rotating joint coupled to linear actuator and the frame, a forceapplicator coupled to the rotating joint, and a friction mat coupled tothe force applicator. The first linear actuator is operable to cause therotating joint to rotate relative to the frame and the force applicatoris operable to vary a distance between the friction mat and the rotatingjoint.

Another implementation of the present disclosure is a method. The methodincludes coupling a braking system to a vehicle, controlling a linearactuator of the braking system to cause rotation of a force applicatorof the braking system relative to the vehicle, controlling the forceapplicator to force a frictional mat coupled to the force applicatoraway from the vehicle.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1 is a side view of a vehicle equipped with a braking system,according to an exemplary embodiment.

FIG. 2 is a bottom view of the vehicle of FIG. 1 , according to anexemplary embodiment.

FIG. 3 is a perspective view of the braking system of FIG. 1 in anon-deployed state, according to an exemplary embodiment.

FIG. 4 is a perspective view of the braking system of FIG. 1 in adeployed state, according to an exemplary embodiment.

FIG. 5 is a perspective view of the braking system of FIG. 1 in anextended state, according to an exemplary embodiment.

FIG. 6 is a perspective view of a support frame of the braking system ofFIG. 1 , according to an exemplary embodiment.

FIG. 7 is a perspective, exploded view of the support frame of FIG. 6with a support plate, according to an exemplary embodiment.

FIG. 8 is a perspective view of a bracket of the support frame of FIG. 6, according to an exemplary embodiment.

FIG. 9 is an exploded perspective view of a portion of the brakingsystem of FIG. 1 , according to an exemplary embodiment.

FIG. 10 is a perspective view of a rotating joint of the braking systemof FIG. 1 with the braking system in the non-deployed state, accordingto an exemplary embodiment.

FIG. 11 is an exploded view of the rotating joint of FIG. 10 , accordingto an exemplary embodiment.

FIG. 12 is another perspective view of the rotating joint of FIG. 10with the braking system in the deployed state, according to an exemplaryembodiment.

FIG. 13 is a perspective view of a pivoting connector of the brakingsystem of FIG. 1 , according to an exemplary embodiment.

FIG. 14 is an exploded view of the pivoting connector of FIG. 13 ,according to an exemplary embodiment.

FIG. 15 is perspective view of a reinforcing plate of the braking systemof FIG. 1 , according to an exemplary embodiment.

FIG. 16 is a perspective, exploded view of a bottom of the reinforcingplate of FIG. 15 and a friction pad of the braking system of FIG. 1 ,according to an exemplary embodiment.

DETAILED DESCRIPTION

Referring to FIGS. 1-2 , a vehicle 100 equipped with a braking system102 is shown, according to an exemplary embodiment. In the exampleshown, the vehicle 100 is a car (e.g., a passenger vehicle). In otherembodiments, the vehicle 100 may be a sport utility vehicle, van, truck,train, street car, trolley, ship, boat, etc. FIG. 1 illustratesoperation of the braking system 102 by showing a pair of sequential sideviews of the vehicle 100 with the braking system 102. FIG. 2 shows abottom view of the vehicle 100 with the braking system 102.

As shown in FIGS. 1-2 , the braking system 102 is mounted on anunderside of the vehicle 100. That is, when the vehicle is upright asshown in FIG. 1 , the braking system 102 is positioned between thevehicle 100 and a roadway, path, or other surface above which thevehicle is located or across which the vehicle 100 is travelling (the“travelling surface”). In the example shown, the vehicle 100 includes achassis 104 coupled to wheels 106. The wheels 106 support the chassis104 and the vehicle 100 above the travelling surface. The wheels 106provide a spacing between the chassis 104 and the travelling surface,for example providing a separation therebetween approximately equal to aradius of the wheels 106. The braking system 102 is coupled to thechassis 104 and positioned adjacent such spacing. Although theembodiments shown and described herein depict the braking system 102 asseparable from the vehicle 100 and configured to be constructed andinstalled as an after-market feature, in other embodiments the brakingsystem 102 is an integral part of the vehicle 100 and is formed duringmanufacture of the vehicle 100.

The braking system 102 includes a non-moving portion 108 fixedly coupledto the chassis 104, a moveable portion 110, and arms 112 that connectthe moveable portion 110 to the non-moving portion 108. As described indetail below, the arms 112 are pivotally connected to the non-movingportion 108.

The braking system 102 is controllable to extend across the spacingbetween the chassis 104 and the travelling surface to create africtional, braking force between the vehicle 100 and the travellingsurface. FIG. 1 provides a storyboard-style animation of such operation.As shown in the first frame 150 of the storyboard of FIG. 1 , thebraking system 102 is in a non-deployed state in which the arms 112 areoriented substantially parallel to the travelling surface and themoveable portion 110 is held away from the travelling surface. Betweenthe first frame 150 and the second frame 152, the braking system 102 isdeployed, i.e., controlled to a deployed state in which the arms 112pivot towards the travelling surface and the moveable portion 110 isbrought into contact with the traveling surface. As described in detailbelow, the braking system 102 includes various force-applicationmechanisms configured to initiate and sustain a force between thetravelling surface and the moveable portion 110. The braking system 102thereby creates friction between the vehicle 100 and the travellingsurface that resists, slows, stops, etc. movement of the vehicle 100along the travelling surface.

The vehicle 100 can include an onboard computing system configured tocontrol the braking system 102. The braking system 102 may be deployedas animated in FIG. 1 in response to one or more of various triggers.For example, in some embodiments, deployment of the braking system 102can be initiated, at least in part, by actions taken by an operator ofthe vehicle 100. For example, in some embodiments, depression of a brakepedal of the vehicle past a predetermined point (e.g. 80%, 90%, etc. ofthe full travel path of the brake pedal) can trigger deployment of thebraking system 102. In some embodiments, pressing the brake pedal past apredetermined activation point can control the amount of pressureapplied through the braking system 102, for example through a hydraulicor similar mechanism, for example to increase the amount of downwardforce exerted by the braking system 102 on the travelling surface. Insuch an embodiment, feedback (e.g. tactile feedback) can be transferredto the vehicle operator through the brake pedal. In some embodiments,sudden and/or rapid depression of the brake pedal can be used to triggerdeployment of the braking system 102.

In some embodiments, the vehicle 100 includes various sensors configuredto provide data relating to objects, people, other vehicles, roadconditions, etc. surrounding the vehicle 100. In various embodiments,such sensors include cameras, proximity sensors, ultrasonic sensors,infrared sensors, motion detectors, radar, lidar, etc. Data from thesensors can be processed by a computing system onboard the vehicle 100(e.g., using a machine learning or artificial intelligence program) andused to predict potential collisions between the vehicle 100 and otherobjects. In such embodiments, deployment of the braking system 102 canbe initiated autonomously to reduce a risk of a predicted collision.

FIGS. 1-2 show the vehicle 100 as including one braking system 102. Inother embodiments, multiple braking systems 102 (e.g., 2, 3, 4, etc.)can be included. For example, multiple braking systems 102 can bearranged linearly along or across the chassis 104. As another example,multiple braking systems 102 can be arranged in a grid (e.g., atwo-by-two array). Various arrangements are contemplated by the presentdisclosure.

Referring now to FIGS. 3-5 , perspective views of the braking assembly102 are shown, according to an exemplary embodiment. FIG. 3 shows thebraking assembly 102 in the non-deployed state, FIG. 4 shows the brakingassembly 102 in the deployed state, and FIG. 5 shows the brakingassembly 102 in a force application state.

The braking assembly 102 is shown to include the non-moving portion 108and moveable portion 110 coupled together via arms 112. The non-movingportion 108 is shown to include a support frame 301, a support plate302, and various components mounted thereon and described in detailbelow. The moveable portion 110 is shown to include a reinforcing plate303 and a friction mat 304. The arms 112 include force applicators 305shown as coupled to the non-moving portion 108 by rotating joints 307and coupled to the moveable portion 110 by pivoting connectors 306.Various features are shown in additional detail in FIGS. 6-16 and aredescribed in detail with reference thereto below.

Still referring to FIGS. 3-5 , the non-moving portion 108 includeslinear actuator 309 coupled to the support frame 301 via rods 308 andconfigured to cause rotation of the rotating joints 307. That is, thelinear actuator 309 is configured to move the rod 308 linearly in adirection substantially parallel with the direction of travel of thevehicle 100 and substantially parallel with the plane defined by theframe 301. The rod 308 engages the rotating joint 307. When the rod 308is pushed towards the rotating joint 307 by the linear actuator 309, therotating joint 307 rotates downwards, i.e., away from the vehicle 100and towards the travelling surface. The arms 112 are coupled to therotating joint 307 such that, when the rod 308 is pushed towards therotating joint 307 by the linear actuator 309, the arms 112 rotate awayfrom the vehicle 100 and towards the travelling surface (i.e., away froman orientation substantially parallel with the travelling surface and inthe plane of the frame 301 as shown in FIG. 3 and to an orientation at anon-zero angle relative to the traveling surface and the plane of theframe 301 as shown in FIG. 4 ). The linear actuator 309 is alsoconfigured to retract the rod 308, which causes the rotating joint 307to rotate towards the vehicle, thereby moving the arms 112 from thedeployed state of FIG. 4 to the non-deployed state of FIG. 3 .

The non-moving portion 108 also includes hydraulic pump 311 andhydraulic reservoir 310 coupled to the support frame 301. The hydraulicpump 311 is configured to pump hydraulic fluid from the hydraulicreservoir 310 into the force applicator 305 to extend the forceapplicator 305 from the retracted position of FIG. 3 to the extendedposition of FIG. 5 . The hydraulic pump 311 is also configured to pumphydraulic fluid out of the force applicator 305 to the hydraulicreservoir 310 to retract the force applicator 305 from the extendposition shown in FIG. 5 to the retracted position shown in FIGS. 3 and4 .

Although FIG. 5 shows the force applicator 305 extended while the arms112 are oriented parallel to the frame 301 (i.e., with the brakingassembly in the non-deployed configuration), it should be understoodthat the hydraulic pump 311 is also operable to extend the forceapplicators 305 while arms 112 are oriented at an angle to the frame 301(i.e., with the braking assembly in the deployed configuration). Theforce applicators 305 are extendable to bring the moveable portion 110in contact with the travelling surface and to exert a force on thetravelling surface via the moveable portion 110. When the moveableportion 110 is in contact with the travelling surface, the hydraulicpumps 311 exert a force between the travelling surface and the vehicle100 along the direction of the arms 112. In such a configuration, themoveable portion 110 exerts a force on the travelling surface equal toat least a portion of the force generated by the hydraulic pumps 311,which in turn creates friction between the moveable portion 110 and thetravelling surface that resists movement of the vehicle 100.

To deploy the braking system 102 to resist movement of the vehicle 100(e.g., to slow the vehicle to avoid a collision), the linear actuators309 are controlled to extend from the retracted position of FIG. 3 tothe extend position of FIG. 4 , causing the arms 112 to rotate towardsthe travelling surface and thereby moving the moveable portion 110towards the travelling surface. The hydraulic pumps 311 then operate toextend the force applicators 305 to force the moveable portion 110 intocontact with the travelling surface and to initiate and sustain a forcebetween the moveable portion 110 and the travelling surface. Frictionbetween the moveable portion 110 and the travelling surface resistsmovement of the vehicle 100 relative to the travelling surface. As theforce exerted by the force applicators 305 increases, the friction alsoincreases.

The friction can be removed by operating the hydraulic pumps 311 toretract the force applicators 305 and by operating the linear actuators309 to retract the rods 308 to return the braking system 102 to thenon-deployed state of FIG. 3 . In some embodiments, the braking system102 can be repeatedly and deployed and retracted to allow for repeateduse of the braking system 102. In other embodiments, the braking system102 is configured to provide a single emergency use before full orpartial replacement and/or other manual maintenance is required.

In some embodiments, a force-absorbing protection plate (pad, mat,structure, etc.) is positioned between the non-moveable portion 108 andthe vehicle 100. The force-absorbing protection plate is configured toabsorb forces exerted on or by the braking system 102 to reduce a riskof damage to the vehicle 100 associated with deployment of the brakingsystem 102. In some embodiments, a temporary locking mechanism isincluded which engages the braking system 102 when the braking system102 is deployed. In such embodiments, the temporary locking mechanism(e.g., a ridge) is configured to substantially prevent upwards movementof the braking assembly 102 relative to the vehicle 100 when the brakingsystem 102 is deployed. The temporary locking mechanism may be fixed inposition or may be mechanically caused to lower with deployment of thebraking system 102.

Referring now to FIGS. 6-7 , perspective views of the support frame 301and support plate 302 are shown, according to an exemplary embodiment.FIG. 6 shows the support frame 301 and support plate 302 as assembledfor use in the braking system 102, while FIG. 7 shows an exploded viewof the support frame 301 and the support plate 302.

The support frame 301 is shown to have au-shaped central region 600 androds 602 extending from either side of the u-shaped central region 600.The rods 602 include brackets 604, which are shown in detail in FIG. 8and described with reference thereto. The brackets 604 are configured tobe coupled to the chassis 104 of the vehicle 100. The rods 602 aresubstantially rigid and facilitate a transfer of force between thebraking system 102 and the vehicle 100. In various embodiments, variousadditional or alternative rods and brackets are included to provide forcoupling of the support frame 301 to vehicles 100 of variousconfigurations, sizes, etc. and/or for providing additional support andstructural integrity between the braking system 102 and the vehicle 100.For example, in some embodiments, additional brackets may extend upwardsfrom various locations on the frame 301 to facilitate coupling of theframe 301 to the vehicle 100 in various locations.

The u-shaped central region 600 of the support frame 301 includes a pairof rectangular frames 606 separated by a central bar 608. Therectangular frames 606, the central bar 608, and the rods 602 arepositioned in a plane. The rectangular frames 606 extend orthogonallyfrom the central bar 608 to form the u-shaped central region 600.

The u-shaped central region 600 is configured to receive the supportplate 302, which is shaped to fit between the rectangular frame 606 andto be positioned along the central bar 608. As shown in FIGS. 6-7 , thesupport plate 302 is coupled to the central bar 608 and rectangularframe 606 using multiple bolts and nuts. In other embodiments, otherfasteners are used (rivets, welds, screws, clips, clamps, etc.).

The support frame 301 and the support plate 302 may be made primarily ofsteel or other suitable metal or compound. The support frame 301 and thesupport plate 302 are substantially rigid. In some embodiments, thesupport frame 301 and the support plate 302 include cut-outs, voids,holes, etc. that reduce the weight of the support frame 301 and supportplate 302.

Referring now to FIG. 8 , a close-up view of a rod 602 and bracket 604is shown, according to an exemplary embodiment. The rod 602 may have asubstantially rectangular cross-section. As shown in FIG. 8 , thebracket 604 includes a pair of parallel protrusions 800, each of whichhas a hole extending therethrough. The protrusions 800 can be coupled tothe chassis 104 by passing a bolt or other fastener through theprotrusions 800 and the chassis 104.

Referring now to FIG. 9 , a perspective, exploded view of the supportframe 301 and support plate 302 receiving a pair of linear actuators309, hydraulic reservoirs 310, and hydraulic pumps 311 is shown. Asshown in FIG. 6 , each linear actuator 309 is positioned at and coupledto one of the rectangular frames 606 of the support frame 301. Thehydraulic reservoirs 310 and the hydraulic pumps 311 are shown aspositioned at and coupled to the support plate 302.

In other embodiments, one or more of the linear actuators 309, hydraulicpumps 311, hydraulic reservoirs 310, or various other elements of thebraking system 102 are directly coupled to the chassis 104 or otherstructure on the undercarriage of the vehicle 100. In such cases, theundercarriage of the vehicle 100 supports forces created duringdeployment of the braking system 102.

Referring now to FIGS. 10-12 , various views of the rotating joint 307coupled to the linear actuator 309 and the support frame 301 are shown,according to exemplary embodiments. The linear actuator 309 is shown ascoupled to rod 308 by a pin 1014. The rotating joint 307 is shown asrotatably coupled to the rod 308 by a pin 1016. That is, the rotatingjoint 307 can rotate about the pin 1016 to change orientation relativeto the rod 308 and the linear actuator 309.

The rotating joint 307 is also rotatably coupled to the frame 301. Asshown, the rotating joint 307 is mounted on a bearing 1017 extendingfrom the frame 301 and oriented parallel to the central bar 608 of theframe 301. A locking bolt 1112 and washer 1113 are configured to securethe rotating joint 307 on the bearing 1017. The rotating joint 307 isrotatable about the bearing 1017, i.e., configured to rotate about thebearing 1017 to change orientations relative to the frame 301.

Accordingly, in the embodiment shown, the rotating joint 307 isconfigured to pivot/rotate/hinge relative to both the rod 308 and theframe 301. As the rod 308 is extended or retracted by the linearactuator 309, the rotating joint 307 rotates about the pin 1016 and thebearing 1017. The linear actuator 309 can thereby operate to cause therotating joint 307 to move between the non-deployed position shown inFIG. 10 (corresponding to FIG. 3 ) and the deployed position shown inFIG. 12 (corresponding to FIG. 4 ). The arms 112 are coupled to therotating joints 307 and change orientation with rotation of the rotatingjoints 307.

Referring now to FIGS. 13 and 14 , a pivoting connector 306 pivotallyconnects the moveable portion 110 (i.e., reinforcing plate 303 andfriction mat 304) to the arms 112. The pivoting connector 306 includes apair of protrusions 1300 that extend from the reinforcing plate 303 andnormal to the surface of the reinforcing plate 303. The protrusions 1300are spaced apart from one another to receive a tab 1304 thereby. The tab1304 extends from an end of an arm 112. Each of the protrusions 1300 andthe tab 1304 include a hole extending therethrough. The holes can bealigned to receive a pin 1406 that extends through the protrusions 1300and the tab 1304 and couples the reinforcing plate 303 to the arm 112.

The pin 1400 is coupled to a spool 1406. The spool 1406 is positionedadjacent the protrusions 1300 and between the reinforcing plate 303 andthe arm 112. The spool 1406 retains a torsion spring 1412. The torsionspring 1412 is wound around the spool 1406 and has a first end 1414configured to push against the reinforcing plate and a second end 1416that configured to push against the arm 112. The torsion spring 1412acts to force rotation of the reinforcing plate 303 relative to the arm112 to cause the reinforcing plate 303 to be biased into an orientationsubstantially parallel with the arm 112. The torsion spring 1412 is alsoconfigured to allow rotation of the reinforcing plate 303 away from theorientation parallel with the arm 112 when a force is applied to thereinforcing plate 303. For example, when the braking system 102 operatesto bring the moveable portion 110 into contact with the travellingsurface, the force between the travelling surface and the moveableportion 110 can cause the torsion spring 1412 to compress and themoveable portion 110 to rotate into an orientation substantiallyparallel with the travelling surface and an angle relative to the arms112. The pivoting connector 306 thereby causes the moveable portion 110to be substantially parallel to the travelling surface both when thebraking system is in the non-deployed state (as in FIG. 3 ) and when inthe braking system is in the deployed state with the moveable portion110 in contact with the travelling surface (as in FIG. 4 ).

In some embodiments, the torsion spring 1412 is omitted. In some suchembodiments, the reinforcing plate 303 is weighted to automaticallyrotate (i.e., under the force of gravity) to a position substantiallyparallel with the travelling surface. For example, in some embodiments,weights are positioned along an edge of the reinforcing plate 303closest to the non-moving portion 108. The weights cause the reinforcingplate 303 to be biased towards rotation clockwise about the pin 1400. Inthe non-deployed state (e.g., as in FIG. 3 ) contact with the undersideof the vehicle 100 may prevent the reinforcing plate 303 from rotatingbeyond a parallel position. In the deployed state, contact with thetravelling surface may force the reinforcing plate 303 to be parallelwith the travelling surface.

In other embodiments in which the torsion spring 1412 is omitted, anactuator or other electrically-controllable mechanized rotating deviceis included at the position of the torsion spring 1412 and configured toautomatically rotate the reinforcing plate 303 and friction mat 304 tothe desired orientations (e.g., to maintain the friction mat 304 in anorientation parallel to the travelling surface) in response todeployment or retraction of the braking system 102. In some embodiments,a brake, block, restrictor, etc. is included on or around the projection1300 which prevents rotation of the reinforcing plate 303 relative tothe arm 112 out of an acceptable range of positions.

Referring now to FIGS. 15-16 , views of the moveable portion 110 areshown, according to exemplary embodiments. The moveable portion 110includes the reinforcing plate 303 coupled to the friction mat 304.Protrusions 1300 extend from a top side of the reinforcing plate 303 andare configured as described above with reference to FIGS. 13-14 . Theprotrusions 1300 are shown as located approximately along a central axisof the reinforcing plate 303. The reinforcing plate 303 is substantiallyrigid and made of stainless steel or other metal alloy.

In the example shown, the reinforcing plate 303 includes holes extendingtherethrough and spaced about the reinforcing plate 303. The holes mayreduce the weight of the reinforcing plate 303 and/or facilitate heattransfer through the reinforcing plate 303. As shown, the holes arecircular. It should be understood that various patterns, shapes, sizes,etc. of such holes are possible (e.g., square, triangle, hexagonal,honeycomb, irregular, etc.). In some embodiments, indents extendingpartially through the reinforcing plate 303 are included instead of orin addition to such holes.

The reinforcing plate 303 is shown to include an outer lip 1500 thatsurrounds the reinforcing plate 303. The friction mat 304 is positionedwithin the outer lip 1500 and abutting the reinforcing plate 303. Thefriction mat 304 is configured to provide friction between thetravelling surface and the braking system 102. The friction mat 304 mayinclude various materials configured to provide a high coefficient offriction while reducing a risk of roadway damage, vehicle damage,sparks/fires, etc. For example, the friction mat 304 may include rubberor a similar material (e.g., tire material). In the example shown, thefriction mat 304 includes a surface pattern that increases the amount offriction applied by the friction mat 304.

The braking system 102 is thereby configured to be retained in thenon-deployed state of FIG. 3 for an indefinite amount of time and to bequickly deployed to generate a frictional, braking force to resist,slow, stop, etc. motion of the vehicle 100. It should be understood thatmany variations are possible in various embodiments. For example, thebraking system 102 may include different numbers of arms 112, linearactuators 309, rotating joints 307, hydraulic pumps 311, etc. in variousembodiments. As another example, the linear actuators 309 may behydraulic actuators, electrical actuators, pneumatic actuators, etc.,and the force applicators 305 may be electrical linear actuators, invarious combinations in various embodiments. As another example, variousshapes and relative dimensions of various components are contemplated bythe present disclosure.

As utilized herein, the terms “approximately,” “about,” “substantially”,and similar terms are intended to have a broad meaning in harmony withthe common and accepted usage by those of ordinary skill in the art towhich the subject matter of this disclosure pertains. It should beunderstood by those of skill in the art who review this disclosure thatthese terms are intended to allow a description of certain featuresdescribed and claimed without restricting the scope of these features tothe precise numerical ranges provided. Accordingly, these terms shouldbe interpreted as indicating that insubstantial or inconsequentialmodifications or alterations of the subject matter described and claimedare considered to be within the scope of the disclosure as recited inthe appended claims.

It should be noted that the term “exemplary” and variations thereof, asused herein to describe various embodiments, are intended to indicatethat such embodiments are possible examples, representations, orillustrations of possible embodiments (and such terms are not intendedto connote that such embodiments are necessarily extraordinary orsuperlative examples).

The term “coupled” and variations thereof, as used herein, means thejoining of two members directly or indirectly to one another. Suchjoining may be stationary (e.g., permanent, or fixed) or moveable (e.g.,removable or releasable). Such joining may be achieved with the twomembers coupled directly to each other and with the two members coupledto each other using a separate intervening member and any additionalintermediate members coupled with one another, or with the two memberscoupled to each other using an intervening member that is integrallyformed as a single unitary body with one or both of the two members. If“coupled” or variations thereof are modified by an additional term(e.g., directly coupled), the generic definition of “coupled” providedabove is modified by the plain language meaning of the additional term(e.g., “directly coupled” means the joining of two members without anyseparate intervening member), resulting in a narrower definition thanthe generic definition of “coupled” provided above. Such coupling may bemechanical, electrical, or fluidic.

The term “or,” as used herein, is used in its inclusive sense (and notin its exclusive sense) so that when used to connect a list of elements,the term “or” means one, some, or all of the elements in the list.Conjunctive language such as the phrase “at least one of X, Y, and Z,”unless specifically stated otherwise, is understood to convey that anelement may be either X, Y, Z; X and Y; X and Z; Y and Z; or X, Y, and Z(i.e., any combination of X, Y, and Z). Thus, such conjunctive languageis not generally intended to imply that certain embodiments require atleast one of X, at least one of Y, and at least one of Z to each bepresent, unless otherwise indicated.

References herein to the positions of elements (e.g., “top,” “bottom,”“above,” “below,” “up,” “down”) are merely used to describe theorientation of various elements in the FIGURES. It should be noted thatthe orientation of various elements may differ according to otherexemplary embodiments, and that such variations are intended to beencompassed by the present disclosure.

The present disclosure contemplates methods, systems and programproducts on any machine-readable media for accomplishing variousoperations. The embodiments of the present disclosure may be implementedusing existing computer processors, or by a special purpose computerprocessor for an appropriate system, incorporated for this or anotherpurpose, or by a hardwired system. Embodiments within the scope of thepresent disclosure include program products comprising machine-readablemedia for carrying or having machine-executable instructions or datastructures stored thereon. Such machine-readable media can be anyavailable media that can be accessed by a general purpose or specialpurpose computer or other machine with a processor. By way of example,such machine-readable media can comprise RAM, ROM, EPROM, EEPROM, orother optical disk storage, magnetic disk storage or other magneticstorage devices, or any other medium which can be used to carry or storedesired program code in the form of machine-executable instructions ordata structures and which can be accessed by a general purpose orspecial purpose computer or other machine with a processor. Combinationsof the above are also included within the scope of machine-readablemedia. Machine-executable instructions include, for example,instructions and data which cause a general purpose computer, specialpurpose computer, or special purpose processing machines to perform acertain function or group of functions.

Although the figures and description may illustrate a specific order ofmethod steps, the order of such steps may differ from what is depictedand described, unless specified differently above. Also, two or moresteps may be performed concurrently or with partial concurrence, unlessspecified differently above. Such variation may depend, for example, onthe software and hardware systems chosen and on designer choice. Allsuch variations are within the scope of the disclosure. Likewise,software implementations of the described methods could be accomplishedwith standard programming techniques with rule-based logic and otherlogic to accomplish the various connection steps, processing steps,comparison steps, and decision steps.

It is important to note that the construction and arrangement of thebraking system 102 as shown in the various exemplary embodiments isillustrative only. Additionally, any element disclosed in one embodimentmay be incorporated or utilized with any other embodiment disclosedherein. Although only one example of an element from one embodiment thatcan be incorporated or utilized in another embodiment has been describedabove, it should be appreciated that other elements of the variousembodiments may be incorporated or utilized with any of the otherembodiments disclosed herein.

1. A braking system comprising: a frame; an actuator coupled to theframe; a rotating joint coupled to the actuator and the frame; an armcoupled to the rotating joint; and a brake pad having a connector, theconnector pivotably coupled to the arm.
 2. The braking system of claim1, wherein the actuator is a first actuator, and wherein the arm is orincludes a second actuator.
 3. The braking system of claim 1, furthercomprising a torsion spring positioned at the connector to bias thebrake pad relative to the arm.
 4. The braking system of claim 1, whereinthe rotating joint defines a first pivot point coupled to the actuatorand a second pivot point coupled to the frame, and wherein actuation ofthe actuator causes the rotating joint, and thereby the arm, to pivotabout the second pivot point relative to the frame.
 5. The brakingsystem of claim 1, wherein the rotating joint is integrally formed withan end of the arm.
 6. The braking system of claim 1, wherein the brakepad includes a reinforcing plate and a friction mat coupled to thereinforcing plate.
 7. The braking system of claim 6, wherein thereinforcing plate defines a plurality of holes.
 8. The braking system ofclaim 6, wherein the reinforcing plate includes a peripheral lip, andwherein the friction mat is received within and surrounded by theperipheral lip.
 9. The braking system of claim 1, wherein the frameincludes: a central bar having a first end and an opposing second end; afirst support extending rearward from the central bar proximate thefirst end thereof; a second support extending rearward from the centralbar proximate the opposing second end thereof; a third supportpositioned at the first end of the central bar; and a fourth supportpositioned at the opposing second end of the central bar.
 10. Thebraking system of claim 9, wherein the actuator is a first actuatorcoupled to the first support, the rotating joint is a first rotatingjoint coupled to the third support, the arm is a first arm, and theconnector is a first connector, further comprising a second actuatorcoupled to the second support, a second rotating joint coupled to thesecond actuator and the fourth support, and a second arm coupled to thesecond rotating joint and a second connector of the brake pad.
 11. Thebraking system of claim 10, wherein the central bar, the first support,and the second support define a U-shaped channel, and wherein the frameincludes a support plate received within the U-shaped channel anddetachably coupled to the central bar, the first support, and the secondsupport.
 12. The braking system of claim 11, further comprising areservoir coupled to the support plate, wherein the reservoir is fluidlycoupled to at least one of the first actuator or the second actuator.13. A braking system comprising: an arm configured to pivotably coupleto an undercarriage of a vehicle; a brake pad including: a reinforcingplate defining a connector coupled to the arm, the reinforcing plateincludes a peripheral lip; and a friction mat received within andsurrounded by the peripheral lip of the reinforcing plate.
 14. Thebraking system of claim 13, wherein the reinforcing plate defines aplurality of holes.
 15. The braking system of claim 13, furthercomprising a torsion spring positioned at the connector to bias thebrake pad relative to the arm.
 16. The braking system of claim 13,wherein the arm is or includes a second actuator.
 17. The braking systemof claim 13, further comprising an actuator configured to pivot the armand the brake pad relative to the undercarriage of the vehicle.
 18. Abraking system comprising: a frame having a first support and a secondsupport; a first rotating joint defining a first pivot point and asecond pivot point, the first pivot point of the first rotating jointcoupled to the first support; a second rotating joint defining a firstpivot point and a second pivot point, the first pivot point of thesecond rotating joint coupled to the second support; a first actuatorcoupled to the second pivot point of the first rotating joint; a secondactuator coupled to the second pivot point of the second rotating joint;a brake pad defining a first connection point and a second connectionpoint; a first arm having a first end coupled to the first rotatingjoint and an opposing second end coupled to the first connection pointof the brake pad; and a second arm having a first end coupled to thesecond rotating joint and an opposing second end coupled to the secondconnection point of the brake pad.
 19. The braking system of claim 18,further comprising a first torsion spring positioned at the firstconnection point and a second torsion spring positioned at the secondconnection point, wherein the first torsion spring and the secondtorsion spring are positioned to bias the brake pad relative to thefirst arm and the second arm.
 20. The braking system of claim 18,wherein the first arm is or includes a third actuator, and wherein thesecond arm is or includes a fourth actuator.